Hydrotrain.



W. R. MACKLIND.

HYDROTRAI-N. APPLIOATION FILED SEPT. 15, 1910.

Patented J an. 9, 1912.

10 SHEETS-SHEET 2.

\ 'J m/D m vbi WILLIAM RNAcKLm W. RHMAOKLIND.

. HYDROTRAIN.

APPLICATION FILED SEPT.15, 1910. 1,014,313. Patented Jan. 9, 1912.

Q 10 SHEETS-SHEET 3.

@%%. aflwg 'WILLIAM RMACKLIND,

W. R. MAGKLIND.

HYDROTRAIN.

APPLICATION FILED SEPT.15, 1910.

1,014,313, Patented Jan.9, 1912.

10 $HEETSSHEET 4.

Q&%W%fl% WILLIAM RMACKLIND,

' WWW/ W. R. MA'GKLIND HYDROTRAIN.

APPLICATION FILED SEPT. 15, 1910.

1,014,313, Patented Jan.9,1912.

10 SHEETSSHEET 5.

'JMW: flwfi, WILLI M R MACKLIND,

W. R. MACKLIND.

HYDROTRAIN.

APPLICATION FILED SEPT.15, 1910.

Patented J an. 9, 1912.

10 SHEETSSHEET 6.

FIG. 13

21 M: 21mm: vfi 1 WILLIAM RMA KUND,

W. R. MAUKLIND.

HYDROTRAIN. APPLIOATIQH FILED 816F115, 1910.

1,014,313. Patented Jan.9, 1912.

I 1o SHEETSSHEBT 7.

min

FIG. 15

W. R. MAGKLIND.

) HYDROTRAIN.

APPLICATION FILED SEPT.'15, 1910. 1,014,31 3. Patented Jan. 9, 1912.

, 1o snnn'rs snnzr a.

183 I 102- I FIG. 16 J W. R. MACKLIND.

HYDROTRAIN.

APPLICATION FILED SEPT. 15, 1910.

1,014:,3 1 3. Patented Jan. 9, 1912.

10 SHEETS-SHEET 9.

m: I] J 1 14s i3; %&% WILLIAM RMACKLIND,

the country.

NITED STAKES PATENT oFFi-oE.

WILLIAM R. MACKLIND, or MINERAL POINT, MISSOURI.

HYDROTRAIN,

1'0 all whom it may concern: I

' Beit-k'nown'that I, WILLIAM R MACK- LIND, a citizen of the United States, residing G at thefc ity of Mineral Point, in'the county 5 of Washington and Stateof Missouri, have 1 invented certain new and useful Improvements in Hydrotrains, of which'the follow-- ing is a specificatioiureference being had therein-to the accompanying drawings.

x 0' This inventionvrelatesto river transportatic-n," and is designed to ad'apt'river transportation to modern conditions,so as to en-' able competition with railroads and thus to further the use of thenat-ural resources of Riven transportation has heretofore suffered under the impediment that a small b'oatcan not 'c'arry'acargo equal to a train load,-while, on the other hand, large boats require a greater depth of water than is usually ,found inrivers. vForth is reason, large expenditures have been proposed. for the deepeningbf river channels and for making and maintaining. same of uniform depth. 'Such expense 1s solarge, however,

as to be-prohibitive in poor localitiesand asto be a burden. anywhere.

scribes, -moreover, the number and length of streams thus rendered navigable, be-

3 cause-such treatment can not be accorded all the rivers of a country, on account ofthe excessive expense. The expense of. maintenance of channels thus artificially created ,lis', also, enormous, by reason of the fact -t-ha-twork must be continued constantly to prevent deterioration .of the artificiallycreated channel. p

' .The, object ofthis invention is to provide means of transportation adapted to shallow 40 water and which .nevertheless'shall be possessed of" large cargo-carrying capacity. This .desideratum is attained by this invention by the combination of a plurality of relatively small boats, which, by reason of their being relatively small, are not of deep draft,' and the further combination there with of apower boat or plurality of power boats. i v. v

Preferably, a chain of. relatively small 0 boats .wi-llbe linked together by. anysuitable means, and. a power boat will be attached to theforward-end of' said main and. anotherpower boat or a mere drag boat willbe. attached to thestern of said chainof boats." Tlrus, a train of boats will i Specificationof Letters Patent.

It circum- 'Fig. 5 is a top plan viewof a drag Patented Jan. 9, 1912.

" .Application filed September 15,1910. Serial No."5s 2,'154.-

be created somewhat resembling a train of cars on a land railway.

Preferably, this proposed water train will consist of a plurality-of units, each of which may contain power and steering de- ;vices or from some of which such applifances may beomitted. Preferably, the main power will be derived from machinery conf tained in the head boat, and preferably the stern boat will likewise, conta in power ap- Epliances, so that in case of disablernent of the-head boat the stern boat. can be used as ;a' substitute therefor. Preferably, the fother units of the train will not contain ,power appliances, but will be adapted to carry the maximumcargo for their size.

Preferably, thestern boat will be adapted and utilized to hold the train taut, ornearly o, in transit, actingas a drag to main- :tain the train in more or less of a straight @provided with bow and stern steering ap-- pliances, so as to be navigable independiently and so asto be adapted "to assist in ;the steering of'the train when forming part thereof. I The train may be made .up' of any desired number of units, and, where necessary, aplurality of power or drag boats may be supplied. Part of this invention con isists in the combination of a plurality of. cargo-carrying units with'a suitable source -;of power and means whereby themovement and steering of. the entire train can be regulated (preferably T' electrically) from a single point. In this connection, it ,is to be observed that, while the headboat is preferably the power boat, yet, by means of electrical connections, aux1liary power apcargo-carrylng unit pliances, located on each or other part of the-train, may be ener med. 7 In. the drawings forming part, 0 this specification, like numbers of reference denote like parts wherever they occur, and Figure 1 i sa diagrammatic top. plan viewof a water train; Fig. 2 is a diagrammatic side 'elevatio'n thereof; Fig. :3 is a top plan view of the head or powerboat; Fig. 4 is a side elevation thereof, parts being broken away; 7 brake boat; Fig. 6 is a side elevation thereof, parts being broken away Fig. 7 "is a top plan view of one of the cargo-carryingunits'y Fig. 8 is a side elevation thereof; Figs. ll-

and'lO arm -respectively, top and side elevail l b tional views of a modified form of cargocarrying unit; Fig. 11 depicts in top plan view the connections between .any two units of .the train; Fig. 12 is a side elevation of the device for coupling two units; Fig. 13 is a top plan view of the steering and propelling devices of .the power-boat; Fig. 16 is a diagrammatic .view of the wiring for one of the cargo-carrylng units; F1g. 17 1s a d1agrammatic view of the wiring on the brake 'or drag boat; Fig. 18 is a side elevation of a switch upon one of the control boats, there being a plurality of such switches upon each boat; Fig. 19 is a front elevation of an rality of such indicator devices on .each

switch board; and Figs. 20 and 21, are deindicator device adapted to be operated by the switch of Fig. 18, there being a plu tailed views, on an enlarged scale,'of a device for holding the rudder of a uni in predetermined'positions'.

The train comprises a plurality of relatively small cargo carrying boats or units 1 that are coupled together by any suitable "means, a power boat 2 that is attached to the forward-end of the train, and a drag or brake boat 3 that is attached to thestern of the\train. 1 j I Each of the coupling devices preferably consists of a pair of boxes 4 and a couplinglink 5 which bears enlargedspherical ends 6. Said boxes 4 are secured by any suitable. means to the adjoining ends of a pair of units 1,- respectively, or to an end of, the power boat 2 and an adjoiningend of a unit 1', respectively, or to-an end of the'brake boat 3 and an adjoining end of a unit 1, respectively. Each box-4 comprises a stationary half-7 and a movable half 8 that is pivoted at 9 to'said half 7, said halves7 and 8 being provided with depressions 10 and 11, respectively, that unite, to form a. socket when half 8 is moved into engagement with half 7. A lever 12 is pivotally attached at 13 to the half 8 and, also, at- 14 to member 15 that pivotedat 16 to the half 7. This arrangement of lever 12 .and member 15 forms a toggle by means of which the half 8 is caused to move away from the half 7,

when said lever is moved away from half 8,

Fig.-11,thereby allowing an enlarged spherical end 6 of link 5 to be placed between or removed from depressions 10 and 11, but, when said lever is moved toward the'hal'f 8,

. the latter is caused to move into'engagement with the half 7 and is hereby locked in en gagem'ent with said half 7, in order to hold an enlarged spherical end 6 in the socket whereby a unit 1 is allowed to swing to either side of a unit for boat attached thereto or same can be loaded to set-dee er inrthe water thanan adjoining unit or boat.

.either horizontally, vertically, or obliquely,

Both ends of each unit 1 are equipped with devices for propelling and steering same, said devices being preferably operated with electrical power and arranged to be controlled separately either .from the power boat 2 or the brake boat 3. in the manner hereinafter described. The propelling device at an end -of unit 1 is operated by means of a motor 17 that is supported in a housing 18, the latter bearing a cover 19 to protect said motor from rain, etc'., and being pivotally attached at 20-. to. the deck of said unit. A pair of'members 21 project from the bottom of housing 18 and pass through an opening 22 in the deck to permit said members; to move therein "when. said housing isrotated on pivot.20.-

Said-members 21 support a hollow castingror rudder 23 that is pivoted at 24 to of unit 1, said opening belng large enough .with pivot 20 so that said rudder and housing 18 rotate on the same axis. The shaft 26 of motor '17 is preferably disposed vertically, andextends through a sleeve 27 that connects housing 18 with rudder 23. The

lower endof shaft 26 projects into the-interior of rudder 23 and bears a'mite'r gear 28 which meshes with and drives mlter-gear 29 rigidly mounted on shaft 30, said shaft 30 projecting from said rudder and bearing a screw propeller 31, which is caused t ro tate, when motory17 isset into operation. Said shaft 30 "is journaled in. lugs 32.borne by to shaft 26 that miter gear 29 remains in mesh with .miter gear 28 when said rudder rudder 23' and is soarranged relativetor 35 extends through the bottom of housing 34 and bears a gear wheel 38 that meshes with a segmental rack. 39, secured to the deck of unit 1, the lower end of said shaft being journaled in member 40' that projects from arm 33. When the circuit of motor 35 is closed in the manner hereinafter described, said motor is set into operation and thereby causes gear 38 totravel toward theright or left along rack 39' (dependifig upon the direction in which said motor is caused to rotate), with the result that housing 18 and rudder 23 are caused to rotate simultaneously on pivots 20 and 24, respectively,

inv .order to move rudder 23 and propeller 31 to a central position, as depicted in Fig, 13, or to setsaid rudder and propeller either to the keel 25- of unit 1, said pivot 24-being"' preferably arranged in vertical alinement to port or to starboard. This arrangement affords a more efficient steering means than when only the rudder is allowed to move.

Each unit 1 is provided with a hatch-41 or a plurality of such hatches to allow the hold of said unit to be loaded with cargo, each hatch being arranged so that, when same is closed, the hold of the unit is airtight. Eachend of said unit bears a staff 42, or the like, to which a flag or a light can be attached when the train is navigating in the day-time or night-time, respectively. A plurality of equalizing tanks 43 are preferably located in the hold of unit 1 and afford means by which said unit can be balanced in case one side of the hold is loaded with a greater weight of cargo than the opposite side thereof. Each tank 43 is provided with a: plug 44 which, when removed, allows said tank to be'filledi with water.' An outlet pipe 45 is connected to the lower part of tank 43 in order to allow the vwater to discharge from said tank, and contains a valve 46. An air-pipe 47 extends from one end "of unit 1 to the other end thereof and is connected to the tanks 43, each connectionicontaining a valve 48 that controls the'passage of compressed air into a tank 43 in order to .force the water out of same. In case a unit 1 is loaded so that one side sets lower in the water than the valve 48 that controls the passage of compressed air into said tank are opened, with the result that compressed air passes into said tank and forces the water to discharge through said pipe 45. A. branch pipe 49 is connected to pipe 47 and is arrangedto project into the interior of the hold of unit 1 in order to discharge compressed air'into said hold, the passage of air through said pipe 49 being controlled by means of a Q valve 50. In case a unit 1 springs a l the hatches 41 are closcdand the valve 50 is opened to allow the hold of, the unit to be filled with compressedair, with the result that water is prevented from flowing into the hold of the unit, and the tanks 43 are .filled with compressed air in order to in-' crease the buoyancy of the unit, thereby' preventing the unit from sinking. The ends of pipe 47 are connected to flexible pipes 51,

, respectively, each pipe 51 being provided with an ordinary'air-hose coupling 52 to afl'ord a means for'attaching same to-a pipe 51 of an adjoiningunit. .The pipe 47 on vthe forward unit 1 is connected to pipe 53,

on the power boat 2, said pipe 53 containing a'valve 54 and being attached to an aircompressor 55 in which air is compressed by means of power obtained from a motor 56, or the like. An auxiliary air-compressor 57, in which air is compressed by "means of a motor 58, or t-he like, is located on the brake boat 3 and is intended to be utilized in case the compressor 55 .on thepower boat 2 becomes disabled. The pipe 47 on the unit 1 at the stern of the train isconnected to'pipe 59 on the brake boat 3, said pipe 59 containing a valve 60 and being attached to the air-compressor 57. v

The power boat 2 is equip ed with machinery for generating power ooperate the train. Said machinery preferably consist-s of a condenser 61, pumps 62, and a boiler or boilers 63 for generating steam to drive the electric generator 64 which is electrically connected to the bus wires 65 of the switchboard 66, said switchboard being located in the pilot house 67 at the stern of the power boat 2. The pilot house 67jis arranged so that the switchboard operator can watch the units 1 and the brake boat 3, and

supports a search-light 68 that affords a means for throwing light upon said units and said brake boat at night. The switch board operator actuates switches on switchboard 66, in the mannerhereinafter described, in order to control the movements of the units. 1 and, also, switches to operate motors 69 that drive propellers 70. on the power boat 2 and motors 71 that drive propeller 72 on the brake boat 3. The power boat 2 is steered by means of a rudder 73 that is actuated in theusual manner by a steering-wheel (not shown in the drawings) located in the pilot-house 74 at the bow of said power boat; Said power boat carries a headlight 75 to be used-at night and,

uncoupled from'the train and operated separately. The switchboard 82 is preferably wired in. the same manner as the switchboard 66, as hereinafter described, so that'- the motors 17 and 35 on the units 1 and brake boat 3, the motors 69 on the power boat 2, and" the motors 71 on the-brake boat 3 can be operatedtherefrom.

-A propeller 31 and a rudder 23 are'attached to the bow of the brake boat 3, and

afl'ord'means forbacking the train or for holding the train taut, or nearly so. Said brake boat is, also, provided with a rudder 73 for thepiirpose of steering same.

"The switchboards 66 and 82 are provided with bus wires 65,-respectively, the wires 65 of switchboard 66 being connected tov generator 64, and'the wires 65' of switchboard .82 being connected to generator 81. -In Figs. 15,16, and 17, the electrical connections of one of the switchboards are depicted andit should be understood that the other switchboard is equipped with similar connections.

- In Fig. the electrical connections for 10 operating the motors 69 of the power boat 2 are depicted, and comprise the following: Wires 85 lead from the bus wires 65 to wires 86.. Switches 87, 88, and'89 are connected in parallel to wires gfi, and control the main circuits and, also, t e speeds of motors 69. Wires 90, 91, and 92 lead from switches 87, 88, and 89, respectively, to wires 93, said wires 91 and 92 being connected to resistance coils 94 and 95, respectively. Switches 96 are connected inparallel to wires 93, there being as many switches 96 as thereare motors 69 so thatsaid motors can be operated separately. Said switches 96' con-' trol the circuits of the several motors 69 and are connected with the latter by means of wires 97, respectively, each of said circuits being provided with a pole changer 98 so that its motor 69 can be operated forward or backward. When the'circuit of a motor 69 is closed by. its switch 96, said motor is caused to run at high speed if the main circuit is closed by switch 87, at a slower or intermediate speed if the main circuit is closed by switch 88, or at a still slower or low speed if the main circuit is closed-by switch 89. 1 I

In Fig. 16 a set of electrical connections for operating the motors 17' and 35 of a unit- 1 is shown, and it should be understood that 4 each switchboard is equipped with as many 1 of such sets as there are units 1. Switches 99, 100, and 101 are connected in parallel to wires 102, said'wires 102 beingconnected to wires 103 that lead from bus wires 65. Said switches 99, 100, and 101 control the main' 104 are connected to a pair'of switches 110,- said switches being connected to motors 17 a by means of wires 111, respectively. One of the switches 110 controls the circuit ofthe motor 17at the bow of a unit 1 and the other controls the circuit of the motor 17 v at the stern of said unit, and each of said circuit-sure provided with a pole changer 112 so that its motors 17 can be run forward 9 or backward. If the circuit of a motor 17 is closed by its switch 110, said motor runs at .high speed when the main circuit-is closed byswltch .99, at a slower orintermediate speed when the main circuit is closed by 5 switch 100, or at astill slower or low speed Wires 129 connect the when the main circuit is' closed by switch 101. Multiple switches 113, 114, 115, 116, and 117 are connectedin parallel to wires 118 that lead from bus wires '65. Wires 119, 120, 121, 122, and 123 lead from which wires 126 lead to motors 35, respectively, and another wire 124 is connected to a middle terminal to which bar 127 of a double-throw multiple switch 128 is pivoted.

ole chan ers 125; with the terminals of switch 128 that aline with bar 127, and complete the circuits of motors 35, respectively.

Each rack 39 is-sprovided with contact springs 130, 131, 132, 133, and 134, or the like, that are insulated therefrom, said springs being equalin number to switches 113, 114, 115, 116, and 117 and, also, to the 1 positions of a rudder 23. Said springs are located in the path of travel of a contactarm 135 borne by housing 34 of a motor 35, said arm 135 being insulated from said housing." Wires 136, 137, 138, l39,'and 140 connect switch 128 with c0ntact-springs'130, 131, 132, 133, and 134, and wires 141, 142, 143, 144, and 145 lead from said switch 128 to switches 113, 114, 115, 116, and 117, respectively. A- wire 146 connects switches '113, 114, 115, 116, and 117 with a battery 147 from which wire 148 leads to contactarm 135 to complete the circuit of said battery. Electro-ma'gnets 149 are located in 9 the circuits of wires 141, 142, 143, 144, and 145, respectively, and are supported by means of brackets 150, or the like. Hooks 151 are arranged adjacent switches 113, 114,

115, 116, and 117, respectively, and afford means for holding said switches in closed positions. Each hook 151 is provided with an armature 152 and is pivoted at 153 to' brackets 154, or the like. Armature 152 is located in the field of an electro-magnet 149 so that, when the circuit of said magnet is closed, said armature is drawn by said magnet, with the result that the hook 151 attached to said armature releases a switch adjacent thereto, thereby allowing said switch to be pulled open by a spring 155.

When it is desired to. operate the motor 35' at the-stern'of unit 1, the switch 128 is closed by moving same toward the left, Fig. 16, but when the motor 35 at the bow of said 1 unit is to be operated, said switch is closed a by moving same'toward the right. When a rudder 23'is to be set at any desired position, the switch that controls the circuit of the motor' 35 that o crates said rudder and,

also, the circuit 0 the contact-spring to which the contact-arm -is to be moved to cause said rudder to occupy the desired position is closed, and the pole changer 125 in the circuit of said motor is set to cause said motor to rotate. so that its gear 38 travels along a rack 39 and, also, in the direction of said contact-spring until said contact arm engages .said contact spring, at

which time the circuit of a battery 147 is :closed automatically, whereby the electromagnet 149 that is located in said battery circuit draws a hook, 151- out of engagement with the closed switch, with the result that said switch is pulled open by its-spring 155.-

- For example, if it is desired to move the notches being preferably located adjacent.

rudder 23 at the stern of unit 1 from a starboard position to a central position, Fig. 16, the switch 116 is closed and the pole changer 125 in the circuitpf motor 35 at the stern of said unit is set to cause said motorto rotate counter-clockwise, whereby the gear 38 of said motor travels toward the center of rack 39 and causes the contact-arm 135 to move toward contact spring 132. When said contact-arm engages contact-spring 132,

the circuit of the electro-magnet 149 above switch 115 is closed, 'with the result that said magnet draws its hook 151 out of engagement with switch 115, whereby said switch is pulled open by its spring 155 and the circuit of motor 35 is brokenautom ati cally in order to stop said rudder in the central position. If said rudder is to be moved either from a central position or a port position to; the second position toward starboard, switch 113 is closed and the pole 'changer 125 in the circuit of motor '35 for operating said rudder is set so that said motor rotates clockwise and thereby causes its gear 38 to travel toward port in order to move the contact-arm 135 toward contactspring 130. When said contact-arm reaches contact-spring 130,3the circuit of the.electro-magnet 149 above switch 113 is closed," whereby said magnet draws its hook 151 out of engagement with said switch, with the result that said switch is pulled open by its spring 155 and the circuit of'said motor 35' is broken automatically in order to stop said guddir at the second position toward staroar .w

f In order to hold rudders 23 in any de- SIIBd. positlons, each rack 39 is provided with-notches 156,157, 158, 159, and160, said the contact-springs 130, 131, 132, 133,-and

134, respectively, and arranged in the pathof travel of a plungercor latch 161borneby, member 162 that is attached to housing 34 'of a motor 35. Plunger 161 is reciproca-: tively mounted in an opening 163 in member 162, and opposite sides ofthe point of said being arranged to exert its pressure against plunger are beveled at: 164 to. allow said plunger to enter said notches, a spring 165 said plunger in order to cause same to enter said notches. By this arrangement when a rudder 23 occupies a position so that its contact-arm 135, engages one of its contactand,

springs, plunger 161 seats in a notch adjacent said contact-spring and thereby holds said rudder in said position and prevents the water from moving .said rudder outof said position,- but, when the circuit of motor- 35 for operating said rudder is closed to move said rudder to a new position, as hereinabove described,-the gear 38 moves along rack 39 and thereby causes plunger 161 to move out of said notch and to travel with housing 34 until the contact-arm 135 reaches the contact-spring that causes the rudder 23 to stop in the new position, whereby plumger-l6l enters the notch adjacent said last mentioned contact -spring and holds said rudder in the new position.

In Fig. 17 the electrical connections for operating the motors 17, 35, and 71 of the brake boat 3 are depicted, the wiring for I motor 17 being the same as the wiring for motors 17 of a unitl, as hereinabove de-- scribed, with the exception that switch 128,

a pole changer 125, a battery 147, and wires 1 .129, 136, 137, 138, 139, and 140 are omitted nected to motor 17 by means of wires 17 9 to which a pole changer 180 is connected to operate the motor 17 forward or backward.

.Wires 181 complete the circuits between switches 178 and motors 71, respectively, and each 'of said circuits contains a pole.

changer 182 so that its motor 71 can be.

operated forward or backward. When switches 178 and 177 are closed, the motors,

71 and 17 run at high speed? if switch 168 closed, at aslower or intermediate speed 7 closed, and at low speed if if switch 169 is the switch 170 is closed.

Switches 183 are located in the "circuitsof wires 85,103,118, and 166 ofswitchboards '66 and 82 and, when.

the train is operated also, the speeds of motors 71 and 17. -A switch 17 7 and switches 17 8 are connected in parallel to wires 174. Switch 17 7 isconfrom switchboard 66, all of the switches 1'83 of said switchboard66' are closed and the switches 183 of switchboard 82 are opened,

but, when the train is operated from switchboard 82 are closed and switches 183 of switchboard 66 are opened. The units. 1, pbwer boat 2, and brake boat 3 'are provided I board 82 all of the switches 183 of switch- 1 are connected to one anotherby means of 1 cables. 185 afi'ord means to allow the cable be .coupled tothe train.

can observe what posit-ions the rudders 23 of the several units 1 and brake boat 3 oc-' -cupy, each of the switches 113, 114, 115, 116,

' thereby. If the operator desires to move a I motors 69 of power boat 2, as hereinabove 3 described, so" that same can be operated sepaofunits 1 and from motors 17, 35, and 71 of brake boat 3 toswitchboard 66 and, also,

. of units 1 and from motor 69 of power boat .train are connected to cables 184 of power of its switch and is arranged to project into scribed, said indicator' remains in its raisedpellers 189 being located centrally of an end .of said unit and the other propellers 189 be with cables 184, respectively, that contain I the wires that lead from motors 17 and 35 the wires that lead from motors 17 and 35 2 to switchboard 82. The cables 184 of units detachable cables 185, and, in like manner, the cable 183 of the forwardunit -1 and cable 184 of the unit 1 at the stern of the boat 2 and brake boat 3, respectively, each cable 185 containing the same number of wires as-are in-a cable 184. The detachable 184 of a unit 1 to be disconnected from adjoining cables 184 when said unit is to be uncoupled from the train, and, also, to allow the cable 184 of a unit 1 to be connected to adjoining cables 184, when said unit is to In-order that the switchboard operator and 117 is provided with an indicator 186. Said indicator is loosely mounted on'rod 187 the path of movement of the insulated end 188 of said switch so that when said switch. is closed, said insulated end raises said indicator into position to lean against its switchboard and, when said switch is pulled open by its spring 155, as hereinabove deposition, thereby indicating-what position the rudder 23 occupies that is operated ing located adjacent the sides of said end. The motors 190 are connected to switchboards 66 and 82 in the same manner as rately and, also, at high, intermediate, and low speeds. This arrangement of propellers 189 affords means .for' steering said unit as well as for driving same.

While for the purpose of illustration three units 1 are depicted in the drawings, yet ,it should be understood that in practice this number can be increased or diminished and each switchboard can be equipped with sufficient connections to operate the maximum number of units that constitutes the train -ordinarily. If desired, the propelling and steering devices can be omitted entirely from any or allof the units l and thetrain can be operated by the steering and propelling devices of power boat 2 and brake boat 3. Further it should be understood that, mutatz's mutandis, gasolene engines or the like (notshown in the drawings can be sub--'- .stituted for motors 35, 17, 9, and 71 in order to generate power to actuate rudders 23 and propellers 31, 70, and 72, respectively.

The operation of the train is as follows: Steam -is generated in boiler 63 on power boat 2 in order to drive generator 64,'which generates power to operate the train, and the fires of boiler 80.on brake boat 3 are banked so that steam can be readily generated in said-boiler 80. for the purpose of driving generator 81 to generate power to be utilized either to operate the train. in case the machinery on the power boat 2 becomes disabled or to operate the brake boat 3 for switching. or any other purpose. The pilot in pilot-house .74 steers the power boat2 and signals by any'suitable means to the switchboard operator in pilot-house 67, when the train is operated from switchboard 66, but, whenthe'train is operated fromithe switchboard 82, the pilot signals to the switchboard operator in pilot-house 83 on brake boat 3. From the signals of the pilot, the switchboard operator knows which propeller orpropellers 70 of power boat 2 to operate at the desired speed and, also,which propellers 31 and 72 and rudders 23 to operate.

as hereinabove described. Theswitchboardoperator watches the several units 1 from the pilot-house, ih which he is stationed, and operates the appropriate rudder or rudders 23 and propellers 31 and 72, in the manner 'hereinabove described, either to maintain the train in more or less of a straight lineor to cause the several units 1 and brake boat 3 to follow the course of the power boat 2, when said power boat is turned toward the right or .left, thereby allowing the train to be turned around in midstream in order to travel in the opposite direction. When the train travels. up stream, the propellers 70 are operated to pull the train and, if. desired, the propellers 31 and 72 can be utilized to aid 'in' operating the train forward. When the train travels down stream the propellers 31 and'72 of the brake boat 3 are operated backward if necessary in order to hold the train.taut, or nearly so, and thereby preventthe current of the river from causing the several units to jam against each other. l F

The units 1 carry cargo to be left at the several ports alopg the river and, when the train arrives at a port where the cargo -of a unit 1 is to beunloaded, said unit is moored to a wharf, or the like. The coupling links 5, air-hose couplings 52, and

cables 185 that connect 'saidfunit to adjoining units 1 or to boats 2 or 3 are disconnected to allow said'unit to remainat said port in order to be unloaded, and the place previously occupied by said unit is filled with another unit that is loaded with cargo to 'be shipped from said port to another port,

the coupling links- 5, air-hose couplings 52, and 'cables 185 of said other unit being connected, as hereinabove described, to the units 1 or boats 2 or 3 adjacent thereto. After a unit 1 that is left at a port is unloaded, said unit is loaded with cargo for another port If the train enters a canal or a river that is too narrow to allow the train to. be turned around in order to travel in the opposite direction, the power boat 2 and brake boat- 3 are uncoupled from the train and their positions relative to the train are reversed, z'.'e.,

the power boat2 is coupled to the end that boats linked together in chain, propelling of the train, a brakelooat coupled to the other end of the train, and means whereby said propelling means and steering. means of each of said boats may 'be' independently con-.

- means and steering -means at each end of each boat whereby theboats' may have their ends interchangeably used, a" power boat was previously the stern ofthe train and the brake boat 3 is coupled to the end to which said power boat was coupled.

I-claim: I l; A hydro-train including a plurality of means and steering 7. means at each end of each boat, a power boat coupled to one end trolled from either the power boat or the brakeboat.

2. "A hydro-trainincluding a plurality of' boats linkedtogether in chain, propelling coupled 'toone endof the train, and means whereby saidpropelling means and steering means maybe independently controlled fromthe power boat.

' 3. A hydro-tram including a plurality iof boats linked'together in chain, propelling means and steering means at each end of each boat whereby the boats may have their ends interchangeably used, a powerboat coupled to one end 'of the train, a brake boat coupled to the other end of the train, means whereby the steering means and propelling means of each boat may be independently controlled fromzeither the power boat or the brake boat, and 'means'whereby said power boat and said brake boat maybe uncoupled from the train to have their respective positions reversed with relation to thetrain 4:. In combination with arranged in end to.- end relation, a power ing means and propelling means on each boat, powermeans on said power boat to operate saidsteering means and propelling means, and means for controlling the operation of each of said steering means and said propelling means ofeach boat independently from said power boat 5. A hydro-trainincluding a plurality of a chain'ofboats boat coupled to one end of't-he-train, steerboats arranged in end to end relation to form a chain of boats, propelling means and steering means at each end of each-boat .whereby the boats may have theirends interchangeably used, a powerboat arranged to form a' part of the chain, means carried by the power boat tooperate the propelling means and steering means of said boats, and

means whereby said operating meansof the power boat has independent control of the propelling means and steering means of I each boat.

, 6. A hydro-train including a plurality of boats connected in end to end relation, propellmg and steering means on each of said 'boats', a brake boat, and apower boat con- I nected to the end ones of said boats, and means on each of the power and brake boats for independently controlling and. op-

erating the propelling and steering means of each of the first named boats.- n

power boat and a brake boat, connected to 7. A hydro-train including a plurality of boats connected in end to end relation, a r

said first mentioned boats, propelling and "steering means at each endof each ofthe I firstmentioned boats'whereby same may be c interchangeably used, and; means whereby said means of each of the first mentioned boats may be controlled from either the" power or brake boat.

8. In combination wrth a pair-of boats,ia

horizontal coupling linkhaving each ofits ends turned downwardly and-formed with 'a spherical head, a divided socket member carried by each boat to receive said ,1 spheria calgheads, and meanswhereby said socket member divisions may be separated to permit ofrem'oval' and insertion of said heads,

9; Incombination with a pair of boats, a connecting link having ahead on each end thereof, afsocketmember for-each head carriedtbythe boats, each socket member con- 4 sisting of astationary and a movable part, and means connected to said partsfor actuating same to open and'closed positions;

'10. In combination with a pair of boats,

a connecting link therebetween', said link having a spherical head at. each end, anda socket member for each head carried by the boats, said members each being composed of two sections movable with respect to one another, and means for operating said sections to open position and for locking same in closed position.

I 11. In combination with a pair of boats,

- [a connecting link therebetween, said linfk having a spherical head at each end, and a socketmember for each head carried by the boats, said members each being composed 1 of two sections movable with respect to one another, and means for operating, said sections to open position and for locking same in'closedposition, said means including a vleveryhaving one end pivoted to one section 1 and movably connected to the other section.

socket member for each head carried by the boats, said members each being composed,

of two sections movable with respect to one another, and means for operating said sections.to open position and for locking same in closed position, said means includinga lever having a right-angled end pivoted to one section, and a member pivoted to the other section, and to said end of the lever,

said lever when in locked 'position occupying a position in engagement with one of said sectors. I

In testimony whereof I havehereunto aflixed my signature in the presence of two I witnesses. WILLIAM R. MAQKLIND. Witnesses; i I

FRANK EGOFF, F.- A. VEDINER. 

